Combined clutch and transmission control



Aptil 25, 1939. 5 BUSH I 2,155,470

COMBINED CLUTCH ANDTRANSMISSION CONTROL Original Filed July 9, 1934 5 Sheets-Sheet 1 INVENTOR. [vale-N: -51 BUSH Arrow; I

April '25, 1939. E. s. BUSH 2,155,470

COMBINED CLUTCH AND TRANSMISSION CONTROL Original Filed July 1934 5 Sheets-2;.zeet 2 I N VEN TOR.

[UGE/VE 5 50.9

A TTORN E Y April 25, 1939.

E. S. BUSH COMBINED CLUTCH AND TRANSMIS Original Filed July 9,

SION CONTROL 1934 5 Sheets-Sheet 3 M5 EUGENE 6. Bus/1 INVENTOR.

ATTORNEY April 25, 1939. E. s. BUSH 2,155,470.

COMBINED CLUTCH AND TRANSMISSION CONTROL Original Filed July 9, 1934 s Sheets-Shet 4 INVENTOR.

if [oar/v5 5.,BusH

A TTOR April 25, 1939. O E. s. BUSH 2,155,470

COMBINED CLUTCH'AND TRANSMISSION CONTROL Original Filed July 9, 1934 5 Sheets-Sheet 5 Patented Apr. 25, 1939 PATENT OFFICE COMBINED CLUTCH AND TRANSMISSION CONTROL Eugene S. Bush, St. Louis,.Mo., assignor to Bush Manufacturing Company, St. Louis, Mo., a corporation of Missouri Original application July 9', 1934, Serial No.

734,328. Divided and this application March 10, 1937, Serial No. 130,033

15 Claims.

This invention relates to improvements in com bined clutch and transmission controls, and more particularly to an improved electro-mechanical control mechanism for coordinating speed-change control movements, and the actuation of a clutch operatively. employed in the same organization, as in an automotive vehicle. This application is a division of my copending application filed July 9, 1934, and bearing Serial No. 734,328, issued July 6, 1937, as Letters Patent-2,085,789. The subject matter herein disclosed and claimed is structurally related to that of my copending application Serial No. 130,034, filed March 10, 1937.

An object of the present invention is attained in an improved control mechanism whereby it is possible through electro-mechanical means, to operate, coordinately, a clutch and a speedchange transmission, through manipulation of a single manual control member.

Otherwise expressed, an object of the invention is attained in an improved combination of switching mechanism and electrical control units common to a. clutch and transmission assembly, for example, of a type for use in an automotive vehicle.

A further object of the invention is realized in a combination including a clutch and transmission, electromagnetic devices for moving the parts thereof into their several control positions, and

a novel and improved control and switching arrangement through which the electromagnetic devices are selectively energized.

Yet another object of the invention consists in the provision, in a device of the type mentioned in the preceding Object, of automatic circuitopening means, serving to limit the control movements of clutch and transmission parts, through control of the circuits of the electromagnetic devices.

Further objects and advantages of the invention will appear from the following detailed description of. a preferred embodiment of the invention, and from the accompanying drawings, in which:

Fig. l is a diagrammatic side elevation, showing a manner of operatively connecting the assembly to the throttle of an internal combustion engine; Fig. 2 is a vertical, longitudinal, sectional elevation Of' a clutch and transmission to which 5 the present invention is applied; Fig, 3 is a vertical,,longitudinal, sectional elevation, showing a preferred arrangement of electrical control mechanism, Fig. 3 being taken along line 33 of Fig. 4; Figs. 4, 5 and 6 are transverse, vertical sec- 55 tions as viewed along lines 4-4, 55 and 6-6,

present invention, but is described and claimed respectively, of Fig. 2; Fig. 7 is an enlarged, horizontal sectional view of a form of a circuit breaking device, as taken along line 'l-J of Fig. 2; Fig 8 is a sectional view of a presently preferred form of manual control switch and throttle control 5 assembly, the view being taken along line 88 of Fig. 9; Fig. 9 is a vertical section as viewed along line 99 of Fig. 8; Fig. 10 is a sectional view through one of the switch units, as taken along line |0-IU of Fig. 9; Fig. 11 is a sectional 10 elevation of the switch unit of Fig. '10, as viewed along line |l-ll of Fig. 10; Figs. 12 and 13 are sectional elevations of the throttle control elements, these views being taken along lines 12-42 and l3-l3, respectively, of-Fig. 9; Fig. 14 is a sec- 15 tion through another of the switch units, as viewed along line l4-l4 of Fig. 9; Fig. 15 is a wiring diagram showing the connection of the several switches, circuit breaker and solenoids, and Fig. 16 is a section taken along line l6l6 20 of Fig. 8.

The transmission and clutch assembly shown in Fig. 2 constitutes, apart from combinations presently disclosedand claimed, no part of the 5 in my Patent No, 1,947,033 issued February 13,

1934. It may be noted for purposes of the present description that connection is made to a drive 7 shaft 5 of an engine or other prime mover,

through a flanged hub 6, extended to form an 30 element 1 of a friction clutch assembly. Companion plates or discs of the clutch are indicated at 8 and 9, the clutch being engageable and. disengageable through a plurality of radially movable plungers, some of which, indicated at H), are 5 provided with hinged inner ends II, and others, such as plungers l2, being of relatively rigid construction, and somewhat less in length than the plungers H). Clutch elements 1 and 9 are biased apart as by springs l3, and the plungers are 40 biased inwardly toward clutch-disengaging position as by springs M. The clutch actuating assembly is carried internally of. a housing l5, mounted on a hollow rotatable power shaft l6, and extending within the'transmission case I1. ,5 The clutch and clutch-actuating mechanism are preferably enclosed by a housing l8 suitably secured tothe engine frame and the transmission case ll.

The speed-change gearing of the transmission presently illustrated is identified with a plurality of aligned, spaced, centrally hollow gears I9, 20, 2| and 22, these gears being so-assembled as to form a continuous passage or bore therethrough, for a purpose hereinafter appearing. Carried by a countershaft 23 are a plurality of gears 24, 25, 29 and 21, each of gears 24 through 21 being secured to the shaft 23, and the gears 24 through 29 meshing respectively with gears numbered l9 through 2|. The gear 21 constitutes a reverse driving gear, and operates throughan idler 29 to actuate the gear 22 as appears in Fig.2.

The power take-oil shaft, or driven element which may serve as a connection to the propeller shaft of an automotive vehicle, is indicated at 29, and is provided throughout its forward end with. a longitudinal bore 39 in which there is disposed for endwise movement, a combined transmission and clutch-controlling shaft, and shiftable power member indicated at 3 I. The shaft 3| is provided with an externally splined. head 32,

the splines thereof engaging corresponding internal splines 33 within and along the 'bore 39 of shaft 29. Bythis provision, even though the shaft is moved endwise for speed change control, ashereinafter appears, this shaft is always kept in rotative, operative connection with the I propeller shaft29.

As a means for effecting endwise movements of the shaft 3| for purposes of coordinated control of the clutch and speed-change elements of the transmission, as hereinafter described, there is employed an arrangement shown in Figs. v2 and 5, as consisting of a transverse pin 34, projecting through the splined head 32 of the shaft 3|, thence through diametrally opposed slots 35 in the'hollow portion of shaft 29, and outwardly to terminate in a rotating collar 39. The collar 36 is surrounded by a circular non-rotatable collar 31 adapted for longitudinal movement by means hereinafter described. The arrangement is such that, as the collar 31 is moved endwise, there results an endwise movement of shaft 3|.

The shaft 3| is provided with a driving head 39 characterized by a plurality of radial abutments or projections 39 which serve, when thedriving head is brought toa position within one of the gears I9, 20, 2| or 22, to be engaged by spaced I spring-pressed pawls 49, there being preferably at least a pair of such pawls within each of the gears |9-22, and the arrangement being such that the driving head 39 maybe freely moved through or into any of the gears l9-22, due to out- I ward'or radial displacement of the pawls and abutments 39. The arrangement is further such that when the head 39 is positioned in driving engagement with the center pockets in any one of the gears |9-22, the .abutments 39 and pawls 49 coact to establish a driving connection between the selected gear and the shaft 3|.

The shaft 3| serves also the purpose of actuating the friction clutch plates 1, 9 and 9 coordinately with, and preferably in' sequence with the establishment of the several operative connections with the gears I9-22. Clutch actuation is effected through a series of cams or nodes 4|, spaced along ,the left hand end (Ii ig. 2) of shaft 3|, their spacing being proportioned to the spacing between centers of the gears |9-22. The relation between the cams 4| and gear-engaging head 39 is preferably such that as shaft 3| is moved to the left v(Fig. 2), the head 39 serves to bring one of the gears l9-22 .into driving engagement with the shaft, slightly in advance of engagement of the friction clutch. This clutch actuation is effected, as will appear from the drawing, by outward radial movement of one group of plungers, such as I0, responsively to movement of one of the cams 4|, into the plane of the plungers.

It will appear from the foregoing that a longiengaging movements.

vided a separate group, or set of plungers |2,

somewhat shorter in length than the plungers I9. It will appear that the endmost clutch "cam 4| is also of greater diameter than those disposed inwardly of the ends of shaft 3|, with the result that only the larger clutch cam actuates'the shortest plungers such as l2, and that this takes place only when the shaft 3| is positioned to bring the driving head 39 into driven engagement with the reverse gear 22. In the forward speed positions, dueto thehingedinner ends I I of plungers III, the smaller clutch heads orca'ms 4| actuate the plungers l9, and hence the clutch, in sequence,-only, as the shaft 3| is moved to the left (Fig. 2) as in proceeding. from the lower, to and through the higher gear ratios. Upon the reverse l movement of shaft 3|, the hinged inner ends ll of plungers 0, are deflebted laterally, to the right,

and thus the clutch is not engaged, sequentially higher to during movement of theshaft 3| from lower gear ratios. r I

There is provided within the transmission housing, paired solenoid assemblies 45 and 46, each. of

which is shown as mounted at oneend in a bearing bracket 41, the bracket also serving to carry hollow gears 20 and 2 I. The opposite ends of the solenoid assemblies are secured in bearing bracket 49 which forms a bearing support for the hollow gear v22, one end of shaft 29, and an end of gear shaft 23. The bearing bracket 49 is so constructed as to retain all lubricant in the gear compartment of the case. sembly include hollow elements 5|l,-5|, 52 and 53v (Fig. 3) which are surrounded on their outer periphery bys'uitable magnet windings or coils, and are suitably insulated'from each other by insulating material 54, and are enclosed, except for end 55, by a case 56, this case 59 being suitably semounting of the magnet assemblies facilitates their detachment and replacement if desired for purposesv of access and service. from Fig. 3 that, dueto the use of hollow magnets,

there results a passage 51,,whichis, by preference,

open at one end, and which extends through the several magnets. Positioned for longitudinal The solenoid units of as- It will be seen movement in passage 51 is a magnet core or armature "having a reducedextension 59 projecting out of passage 51. The core extension 59 is mounted in or secured to a projecting arm 99 of the non-rotatable collar 31, and has a limited endwise movement relative to arm .69, as deter mined by a compression spring 6|, and nut 92 on one side of arm 69, and an abutment 93 on the opposite side.

It will be seen from the foregoing description that, as a sequential energization of the magnets.

is effected, the core 59 will be drawn along the passage 51, and since the core is connected to collar 31 by extension 59 and arm 69, such actuation of the core will move the collar along the shaft 29. Moreover, as the collar is connected to shaft 3|, there will be a corresponding movecured to bearing bracket 49. As will-appear,- the a 58 and case end wall, is provided as aguiding the magnets is energized, the core will havepartly.

entered the energized magnet before it picks up the full'load of speed change and, clutch operation. A guide rod 64 projecting through a longitudinal opening in the core 58 and extension 59, with its ends secured in the bearing brackets means for centering the core in the magnets.

The spacing of the magnets in the assemblies 45is such that when one magnet is energized to draw the core- 58 into the magnet, the resulting movement of the shaft 3I first brings the driving head 38 into engagement with a pre-selected gear,

and then effects an engaging actuation of the. V

clutch. For example, when magnet 52, is energized, drawing the core into it, there is a proportionate or corresponding movement of driving head 38 to bring the driving head intoengage J ment with gear 2|, thuseffecting a low driven speed of shaft 29, this relation of parts being illustrated in Figs. 2 and 3. Upon energization of magnetSI, drawing the core to the left, Fig.- 3, there is a movement of driving head 38 and cams 4| to the left, Fig. 2, the driving head 38 being moved out of gear 2| and into driving relation with gear 28, and at the same time the arrangement of cams 4I causes, in sequenceQdisengaging and engaging operations of the clutch. This relation of parts now effects a second or-intermediate speed of the driven shaft. Upon energizing magnet 58, the resulting movement of shaft 3| will bring driving head 38 into driving relation with gear I9, thus effecting a direct drive or high speed .of the driven shaft..

assembly, the reverse magnet 53 is energized, the driving head 38 being moved into engagement with gear 22, from which, due to the provision of idler gear 28, there results a reverse movement of driven shaft 29.

It will be seen from the foregoing that, as-the assembly is mounted in bearing brackets 41 and 48, after the manner of the assembly of units 45.

Magnet core or armature 1|v is positioned to move in'passage I2, and has an extension 13 mounted in arm 14 of collar 31. A compression spring is positioned between arm 14 and an abutment 15 on extension 13, a nut 16 being. pro-'- vided on the opposite side of 'arm 14 .to hold the parts in, assembled relation. The spring allows a slight lost motionof extension.13 in arm 14,

so that the magnet core 1|, upon energization of one of the coils, will move a short distance into ,the magnet before it takes the full load of shiftingthe shaft, 3| and associated parts. It will be seen that upon energization of a magnet, the w,

magnet core 1| will be drawn toward and into the magnet, thereby effecting endwise move- Xment of the collar 31, shaft 3|, driving head 38,

and clutch operating cams 4|.

When it is desired toeffect a reversing drive through the transmission to receive the core in its intended position, the

driving head 38will be brought into a neutral space between the pawls 48 of the adjacent gears. Thus when magnet 61 is energized to draw core 1| into it, the driving head 38 is moved to a position between the pawls of gears 2I and 22, thus'eifecting a neutral or free running position between low'speed and reverse positions of thedriving head..- Energizing magnet 88 brings the driving head 38 into a neutral or free running position between the pawls of gears 28 and 2|, or between second or intermediate speed and low-speed. Upon energizing magnet 85, the driving head 38 is broughtinto'a neutral or free running position between gears I9 and 28, or between high and second speeds. 4 I

It will be seen from the foregoing that the solenoid units of assembly 45 are adapted for effecting driving relation between pre-selected 'gears of the transmission, while the axially staggered relation of units of assembly 48 results in successively effecting neutral positions of the driving head 38.

Proceeding'now to-a description of=the throttle control and. the switching-mechanism for selectively energizing the soienoids,there is secured to a support 88, which may consist of a floor board of an automobile, a casing which consists of side plates 8| and 82 and a cover 83, the side plates being secured to the floor board as by bolts 84. Journalled in the side plates 8| and 82 is a shaft 85, on which is mounted as by a key86,

The pedal 98 is pivoted on a pin-92 carried by a member 93, the member 93 being suitably securedto the floor board 88. It will be seen'that the pivot point is so positioned longitudinally of the foot pedal that when a downward pressure is applied to the forward portion of the pedal, the gear 81 will be'rotated in a clockwise direction (Fig. 8), andthat when a downward pressure is applied to the heel or rear portion of the pedal, the gear will be rotated inv an anti-clockwise direction.

Mounted on the side plate 82 is a switch mechanism which controls the operation of the solenoid units of assembly 45. This switch mechanism comprises a body portion '94,- preferably of insulating material, and is secured to 'the side plate 82 by bolts95, the-body portion 94 "being provided with recesses 96 to receive metal cups 91 (Fig. 10). Mounted in cups 91 are switch elements or plungers 98, 99 and I88, the-outer ends of the plungers projecting into apertures I8I in the body portion 94, and the opposite or inner ends terminating in button portions I82. There are provided in the cups 91 compression springs Projecting into the apertures I8I from the outer periphery of the body portion 94 arerswitch contacts or plungers I84, I85 and I85, these plungers being urged inwardly by flat springs I81 secured to the body 94. Conductors I88, I89 and H8 serve to connect the plungers I84, I 85' and I86, respectively,-tothe coils or windings; of the magnets 58, 5| and 52 respectively, of the solenoid assembly 45, as will bemore fully hereinafter described; A lead or conductor III, from ers I25, I26 and I21.

a suitable source of electrical energy, such as a battery, is connected to the individual cups 91 through metal strips II2, one of the strips being extended to form a contact button II3. -A companion button II4 (Fig. 11) is extended through the body portion 94 to receive. a conductor or conduit II5, this conduit II'being connected to the coil of the reverse magnet 53 of solenoid assembly 45. a

Located within the body portion 94, and secured to the shaft 66 as by a key ,I I6,"is-a cylindrical collar or switch rotor II ,prefer,ably formed of insulating material, t collar II1 serving to carry aspring pressed pawl; H8, urged outwardly or into operative position as by a spring II9. It will be seen that as the shaftg,

.-is rotated in a clockwise direction, as a result of a downward pressure on the forward portion of foot pedal 80, the pawl II8, carried by collar II1, will, in the proper sequence, strike button portions I02 of switch elements I00, 99 and 98, urging these elements outwardly to contact with switch contacts or plungers I06, I05 and I04, respectively. Normally, the switch plungers I80, 99 and 96 are held out of switch engaging position by the inward pressure of springs I03. It

will also be seen that, as shaft 85 and collar II1 are rotated in the opposite or anti-clockwise direction, the pawl I I8 will swing against the spring as it passes over the plunger buttons I02, thus allowing the switch elements to remain in open positionyand as the collar is further rotated, the metal pawl II8 will bridge contact buttons H3 and H4 (Fig. 11) to effect a closed circuit to the core of the reverse magnet 53.

Secured .to' the plate 8| as by bolts I20, is a switch structure comprising a body portion or switch housing I2I, preferably of insulating ma-v terial, the housing serving to receive cups I22 which are suitably connected to a source of electrical supply, as by a conductor I23 and metal strips I24. Carried in cups I22 are contact plung- The inner ends of the plungers terminate in button portions I28, and theouter ends project into apertures I23, springs I30 being provided to urge the plungers inwardly. Projecting into the apertures.fl8 from the periphery of the body portion I2I, are springpressed switch plungers I3I, I32 and I33, from which connection is made, as by conductors I34, I35 and I36, respectively, to the coils of the magnets 65, 66 and 61, respectively, of the solenoid assembly 46.

Located within the body portion I2I is a collar or switch rotor I31 secured to the shaft 85 as by a key I38, this collar carrying a spring-pressed pawl I39 urged outwardly by a spring-I40. It will be seenthatas the shaft 85 and collar I31'are rotated in an anti-clockwise direction, the pawl I39 will strike the button portions I28, and in sequence will force the plungers I25, I26 and I21 outwardly into switch closing relation to the spring-pressed plungers I3I, I32 .andI33, respectively, thus effecting, at the proper moments, en- I erg'izatlon of the coils of the magnets 66, 66 and 61, respectively, of solenoid assembly 46.

Suitably secured to the shaft 85, and located on opposite sides of gear '81, are throttle control cams I43 and I44, the cam I43 controlling the engine speed when the transmission is in reverse position, and the cam I44 controlling the engine speed when operating in a forward motion, as hereinafter explained. The cams I43, and I44 control the engine speed through cam follower levers I45 and I46, respectively, these levers being control rod I49, in turn suitably connected to an engine speed control device, for example, the throttle of a suitable carburetor (Fig. 1). Located below. the pivot I41, and carried bythe levers I45 and I46, is a cross rod I50 which receives one end of a tension spring I5I (Fig. 12), the opposite end of spring I5I being secured to a stationary member I52 carried by the casing cover 83. This spring tends to maintain the cam followers in contact with the cams.

Mounted on the upper portion of the follower lever I46,,as by pivot pin I53 (Fig. 12), is a follower arm I54, as illustrated in Fig. 12. This arm I54 is urged outwardly toward a stop I55,Jby a torsion spring I56. I adaptedto be engaged and moved to the left (Fig.

- 12), by camming surfaces I51, I58 and I53, on

will urge the follower lever I 45 to the left, Fig. 13.

It will be observed that spring I'5I (Fig. '12) will serve to bias the arm I45 andhence follower I60-into engagement with cam I43 in the same manner that this spring influences the arm I46. The cam I43, particularly the nose I6I, is in such timed relation to the cam I44, that the nose I6I is inoperative during operative positions of cam I44, the high point of cam I43 coming into operative relation with its follower only during a. predetermined extreme counter-clockwise rotation of shaft-85. 1

The operation of the switches andthrottle control cams and levers, just described, will 'be more fully hereinafter explained.

Suitably secured within a portion of the transmission case I1 is a circuit-breaking wlimitswitch structure, indicated generally the details of which are best illustrated-in Figs. 5 and '1. The structure I64 includes an outer casing I66 having a longitudinal slot along its lower wall and enclosing the switch and switch mountings. Inside the case I65, and secured thereto is a switch carrier member I66, preferably formed of insulating material, and longitudinally slotted as at I61, to receive an .,exte nsion I68 of the nonrotatablecollar 31., 1 roller I69 carried by the extension I68 is arra d'to operate in the recess or passageway'ffor'med between the side walls of the carriergl61,'-and to-open oneat a time, the several switches hereinafter described, the roller I68 among other elements, also serving to hold the collar 31 from rotating with shaft 29.

Mounted on one outer side of the switch carrier are switch contacts I10, I1Iy'and I12, connected, respectively, by conductors I34, I35 and I36 to the switch plungers I31, I'32.and I33. Mounted on switch contacts I10, HI and I12 are plunger buttons or projections I19, the plunger buttons projecting through and beyond suitable apertures in a side wall of, the switch carrier [66 to causean outward-movement of 'ings of the solenoid assembly 45.

the switch elements as the roller I68 is moved longitudinally of the structure. Paired with switch contacts I10, "I and I12 are companion contacts I13, I14 and I15, respectively, which are connected'by conductors I16, I11 and I18 to the coils of the magnets 85, 66 and 61,, respectively, of the solenoid assembly 46. These paired contacts 'are normally held in circuit closed position, but depending on the longitudinal position of roller I 68,'which urges the plunger buttons I18 and thus the switch contactsjl10, HI and I12 outwardly, thecircuit including each magnet coilis at'times broken, as will be'more fully understood, from later description.

Mounted on an opposite outer side of the canrier-l68 are a plurality 'of switch contacts. I80, I8I, I82 and I83, these contacts being connected by conductors I08, I08, H and] I to the switch elements I04, I05, I06 and II4, respectively, of the switch structure which energizes the wind- 7 Secured to each of the switch contacts I80, I8I, I82and 183 is a plunger I84, these plungers extending through and beyond suitablev apertures in a side wall of the switch carrier and into .the'path of the roller I68, to cause an outward movement of the switch contacts as the'roller'l68 is. moved longitudinally of the structure; Paired in the order named'with the'switch'contacts I80, I8I, I82 and I83, ar'e companion contacts I85, I86, I81 and I88, thelatter being'connected, as by conductors I88, I80, I9I and I82, respectively, to

the coilsof the magnets 50, 5|, 52 and 53, of the solenoid assembly 45. The several paired contacts are normally held in closed position by their own spring pressure, but when, by .a predetermined movement of roller I69, one of the plungers 8413f the sveralswitch contacts I80, I 8|, I62 and I83 is movedoutwardly, there results an open-circuit relation, the purpose of which will be hereinafter explained. I

'As a means for synchronizing the engine speed with the speed of the driven shaft, when the transmission elements are moved from second speed into high speed or direct drive, or when theparts are moved out of high speed into a free running position, there is provided a g'overnor-operated throttle control.'- The governor throttle control mechanism, best illustrated in I Figs. 2,8, 5. and 6, is brought into and out of operation by a lug I83 projecting from a side portion of the nonrotatable collar 31 to ride' upon an'upper face of acamming arm I84. The arm.

I94 isprovided with camportiohs1l85 and I86 at its forward end, and is pivoted at its opposite end on a pin I81 carriedby a-projecting portion I98 of an end wall ofthe transmissioncase I1., A" suitable torsion spring maintains the camming arm I84 in sliding relation with lug I83. Depending from. the pivot end of arm I94 is an extension I98, terminating in a ballportion 200, which rides in a companion socket of a rotatable clutch disc 20I, the outer periphery of the disc 20I being beveled or cone shaped-to serve as a clutch face. The disc 20I'is provided with an axial projection 202 journaled in a suitable recess in an end wall of the case I1, a. spring 262% ng provided therein to bias the disc 20I forwardly or out of engagement with companiondisc elements 203 and 204. The cone disc 203 is secured to thedriven shaft 29, and the disc 204 is journaled on a shaft 205, suitably secured-against rotation in an end wall of transmission. case I1. Pivoted to one face of disc 204 are governor arms 206, the outer ends p 5 of the arms being provided with governor balls 201 and companion arms 208. The arms-208 are pivotally secured to a peripherally-grooved collar 209 journaled on the forward end of shaft 205. Located on shaft 205, and between the collar 209 and disc 204, is acompression spring 2I0 which tendsto oppose. the centrifugal action of balls 201, and to urge the collar 2 01 forwardly along shaft 205. 'Journaled in a sidewall ofcase I1 is a shaft 2II, the inner end of which carries a lever 2I2,'the upper portion of. the lever 2I2 being provided with a ball end, adapted to ride in the groove of collar 208.. The outer end of shaft 2 carries a lever 2| 3 which is connected as by. a rod 2I4 (Fig. 1) to an engine speed aontrol device, which may consist of the usualthrottle valve of an automotive carburetor.

It will be seen from the described arrangement 2 that, asthe lug I93 on collar 31strikes either of the cam'surfaces 185 or I86,the cam lever I84 will be urged downwardly to pivot about pin I91 and urge the disc 20I into engagementwith companion discs 203 and 204. Since the disc 203 is driven by the driving shaft 29 of the transmission, there will result a proportionate or corresponding rate of rotation of disc 204. As the disc 204 is rotated, the governor balls will swing outward, away from shaft 205, drawing the collar 208 toward disc 204, thus causingan endwisemovement of the throttle control rod ,2, through lever ,2I3,shaft 2H and lever f2I2, in a direction to accelerate the engine to a speed proportionate to .the speed of the driven, shaft 29. 2 When the disc 20I is disengaged from driving connection with'discs 203 and 204, the spring 2I0 will urge the collar 208 forwardly along the shaft 2.05, thus decelerating the engine except as it may be otherwise controlled through the pedal or an auxiliary control.

The operation 'of the device is,thought to be,

apparent from the foregoing description of parts,

but may be briefly reviewed for sake of completeness as follows:

Assuming, for example, the control mechanism to be in a neutral position between low speed and reverse, and that it is desired to drivethe asso-- ciated vehicle inlow (speed, foot pedal 80 is pressed downwardly, the rack 88 then rotating gear 81 in'a clockwise direction (Fig. 8), also rotating the switch members H1 and I31 and throttle control cams I43 and I44. The switch member I I1 is rotated until pawl II8 strikes the button of switch plunger I00, pressing'the plunger outwardly, closing the circuit through conductors III, IIO,'switch contacts I82, I81, and conductor I8I, to energize the coil of magnet-.52,

thus drawing the magnet core 58 to the left, (Fig. 3) to a position within the magnet 52. Since the core 58 is connected to collar 31 through extension 58 and arm 60, there is a corresponding movement to the left (Fig. 2) of driving shaft 3|, bringing thehead 38 into driving engagement with'pawls 40 of gear 2I, and thereafter engag- 'ing the clutch through plungers I0 which are urged outwardly by one of the several cams H, as shown by Fig. 2. Driving now through driving shaft 5, clutch plates 1, 8 and 8,

hollow shaft I6, gears I8 and 24, shaft 23, gears and out 26 and 2|, thence through shaft 3|, throughdriven shaft 28. With this arrangement of transmission parts, there. results a low speed rotation of driven shaft 29. 7 I

As the collar 31 isv moved to the left (Fig. 2),

as appears above, there is a corresponding movement of roller I69 in the circuit-breaking struc- .65 takes place Q ture I84. The parts are so arranged that as the driving head 38 has been brought into engagement with gear 2I, and the clutch has been engaged, the roller I88 strikes the plunger I84 on switch element I82 and urges the plunger and corresponding spring switch arm outwardly, thus breaking the contact'between switch elements I82 and I81, therebyinterrupting the circuit to the coil of magnet '52. This means for breaking thecireuit serves to limit the movement of .the

core at the end of this stage of its operation, and

prevents any unnecessary load being drawn from the source of power, such as a battery, in case the transmission control parts are allowed to remain, either through inadvertence or necessity, in first speed. This relation of transmission parts and switch assemblies is shown, for sake of the next higher gearratio. A further downward movement of the foot pedal will cause the cam follower to ride over the high end of cammin'g surface I51 and onto the low portion of camming surface I58, effecting a deceleration of the engine to a speed suitable for entering the next higher gear ratio. At the same time, the last mentioned movement of the foot pedal 88 will cause the pawlII8 on collar III to engage the button portion of switch plunger 99, closing the circuit through conductors III,I89, switch contacts I8I, I88, and conductor I98. to energize the coil of magnet II. p

The magnet core 58 is now. drawn to the left, Fig. 3, out of magnet 52 and into a position within magnet 5|. The movement of core 58 and shaft 8| to the left (Fig. 2), first disensages the clutch, moves the driving head 88 out of en'- 8," 9,"shaft I8, gears I9 and 24, shaft 23, gears 25. and 28, through driving head 88, shaft 9|, and

out through shaft 29. with this arrangement of transmission parts, there results a second or intermediate speed of the driven shaft. The roller I89 is moved to the left by collar 81, through a distance proportionate to the distance between centers of-the pawls of gears 2| and 28, the roller striking the plunger I84, onthe switch contact I8I, and breaking the circuit between conductors I89 and I98. As the transmission parts are being moved as described, the throttle-controlling cam follower I48 rides off the high end of camming surface I51 and onto the low end of camming-surface I58. The contour of surface I58 is such that upon further downward movement of pedal 88, the engine, and thus also the driven element are increased in speed. However, due to the radius of the lower end of camming surface I58, the engine is not brought back to idling speed when the follower rides oil of surwill not be any jar or shock such as might be experienced if the speeds of the engine and driven element were not appropriately related when the clutch is brought into engagement.

Under certain driving conditions, it may be desirable, when the vehicle is operating in any of the lower speed ratios, for example intermediate, to provide for acceleration of the engine beyond a speed determined by cam surface I58 of cam I44. To care for any such requirement I have provided a master switch, which may be of any suitable form, and serves at the. will of the operator to energize or deenergize the entire electromagnetic system. Such a switch is shown diagrammatically in Fig. 15 at 223, and in Fig. 22 at 224. By deenergizing the magnet coil circuits through one of these switches, the operator may, having set the transmission and clutch control elements say in second gear positions, open the switch, and proceed to accelerate by further depression of the .-pedal, utilizing the cam portion I59, and attaining if desireda full engine throttle.

Such requirement may be encountered for example, in hard pulls in heavy soils, or be met in a need for augmented acceleration on grades, etc. Upon reclosiri the switch and reenergizing the magnet coil circuits, further selection of clutch and transmission positions may be effected.

Upon further downward movement of foot pedal 98, the pawls II8 of collar II] strike the plunger 98 urging it into switch closing position. The current now passes through conductors III, I88, contacts I88, I85, and conductor I89 to energize the coil of magnet 58. The magnet 58-attracts the armature or core 58 to its extreme position to the left, and the core. correspondingly movesshaft 3| to the left (Fig.2).first disenand thence again engaging the clutch, throughplungers I8 and one of the cams 4 I. Driving now takes place through shaft 5, clutch plates 1, a, a, hollow shaft is, gear I9, driving head so,

shaft II, and out through shaft 29. This position of transmission parts corresponds to, and resultsin a high speed or direct drive relation between the engine and the driven shaft. As the collar 31 is moved to the left a distance to correspond to the distance between the centers of the pawls of gears 28 and I9, the roller. P59 on collar 31 is brought into engagement with plunger I84 of switch contact I88, thus .urging this contact outwardly and breaking the circuit between conductor I89 and I88.

of camming surface I58 and tends to drop onto I the lower end of the camming surface I59. But at this time the movement of the collar 8'! to the left (Fig. 3), causes the extension or arm I 98 to strike the eamming surface I of lever I94, urging the lever downwardly, thus to urge the clutch disc 28I to the right (Fig. 3), into engagement with companion discs 288 and 284. The disc 283 on the driven shaft 29 rotates the disc 284, through disc 28I, to cause rotation of the governor balls 281. wardly away from the shaft 285, due to centrifu gal force, and ,will draw thecollar 289 along the shaft-end to the right, Fig. 3. This movement of the collar 289 causes the throttle control rod 2, through lever 2I3, shaft 2 and lever 2I2,- to operate the throttle in a direction to increase:

The balls will swing out I a us As the transmission parts are being moved in the speedof the engine. It will'be seen that, since the engine speed is now related to the speed ofthe driven shaft 29, the engagement of the clutch, after the driving head 38 has been moved to a direct drive position in gear I 9, will'cause no jerk or drag which would be experienced if the motor were at idling speed at the time of clutch engagement. However, about the same time that the longitudinal movement of shaft 3| brings about the engagement of the clutch, the extension or arm I93 of collar 31 rides into a low point on the end of the lever I94, thus allowing an upward movement of the lever tobring the disc 20I out of engagement withthe discs 203 and 204. This disengagement of the discs makes the governor inoperative, allowing the speed of the motor totend to drop to an idling speed. It will be seen that the provision of the governor throttle control maintains an engine speed which is properly related to the speed of the driven shaft, as the transmission parts are moved between second speed position and high speed or direct drive. However, once the control partsare indirect drive position, the governor control is out of operation, allowing the engine speed, and thus the car speed, to be fully con trolled by the shaft 85 and camming surface I59, through the follower arm I54, leverv I46 and throttle rod I49. It is contemplated thatfree-running operation of the vehicle will usually be effected by disposing the gear clutching head 38 in the neutral position adjacentthe pawls 'of the direct drive gear I9, in which position the head 38 may be readily actuated 'into and out of conventional, direct driving position. It will be seen that the described arrangement ofparts L93'and I94, coacting to put thethrottle under -control of the governor when the control parts are,between intermediateand high speed positions, yet taking the throttle out of governor control when in high speed'position, serves to maintainthe engine and driven shaft in proper speed relation whenever it is desired positively to connect them. There are thus avoided shocks and excessive torsional stresses upon resuming conventional drive following a period of free-running operation.

When it is desired to enter a free-running position, the pressure is removed from the pedal 90, allowing it to move upwardly. This upward movement ofthe pedal, is caused by a torsion spring 2| 5, secured at one end tothe shaft. 85 and at the opposite end in side ,plate 82. This spring having been loaded as the gear 81 was previously rotated in a clockwise direction, it will now tend to rotate the shaft,.and thus the gear, in an anti-clockwise direction. It will be I seen that as the pedal is atleast partially relieved of pressure, the anti-clockwise rotation of gear 81 will tend to return the pedal to its normal position of rest, which corresponds to a setting of the control parts in a position such that head 38 is disposed in the neutral space between first speed and reverse gears, 2| and 22. However, there is provided a series of notches 2| 6, 2| 1 and 2I8 along one side of the pedal arm 89, which are adapted to be engaged by a spring pressed plunger 2|9 conveniently mounted in a recess in the floor board 88, because of which the pedal will only move upwardly until the notch 2|6 has been engaged by' plunger 2I9. The notches 2I8, 2I1

and 2-I8 are so constructed that as-they are endownward. As the pedalmoves upwardly to a point where the plunger 2I9 engages notch 2I6, the switch collar I 31 is rotated in 'an anti-clockwise direction until the pawl I39 strikes the switch plunger I25 to close the circuit through conductors I23, I34, switch contacts I10, I13, and con, ductor I16 to energize the 'coil of magnet 65. Magnetic core 1| is drawn to the. right (Fig.3), to a position within the magnet 65,'thus drawing the shaft 3| through extension 13, arm 14;;and collar 31. This movement to the right (Fig. 2) also serves to move one of the cams 4| out of clutch engaging position and to move the driving head 38 out of gear I9 into a free-running position bej contact "I, to urge the contact outwardly to a switch-open position, thus breaking the circuit to the coils of magnet 65. In like manner this same movement of collar 31 will cause the arm I93 to engage the cam portion I96 oflever I94, urging the lever downwardly to bring the governorthrottle control into operation to retain the err-- gine at a speed proportioned to the speed of the driven shaft. The governor throttle control remains in operation until the driving head 38 is moved either to a direct drive position, or into a neutral zone between the pawls of gears 28 and 2 I. It will be seen that the governor throttle con-- trol is in operation when the transmission parts are moved from second speed to high speed, and when the parts are in a neutral position between second speed and high speed, so that whenever the driving head 38 is moved into the gear I9, the engine speed will always be properly related to the speed of the driven shaft so as to facilitate resuming drive through the gears.

A slight downward pressure on the heel portion of the foot pedal 90 will disengage the plunger 2 I 9 from the notch 2 |6 of the pedal, allowing the shaft to rotate in an anti-clockwise direction until the notch 2I1 of pedal is engaged by plunger 2I 9. When the parts are in tliis position, the pawl I39 of collar |31 will strike switch plunger I26 urging theplunger outwardly to a switch closing position, to close the circuit through conductors I 23, I35, switch contacts I1I, I14, and conductor I11, thus energizing the coil of the magnet 86. The magnet core 1I will be drawn to the right (Fig. 3),.todraw the driving head into a neutral position between the pawls of gears 20 and 2|. The collar 31 will obviously also be moved to the rightto cause the roller I69 to engage the plunger I19 of switch contact Ill and this contact will be urged outwardly to open the circuit to the coil of magnet 83.'

If a downward pressure isagain applied to the heel portion of the pedal 90, the plunger -2|9 will be disengaged from notch 2I1 of the pedal, and the gear 81 and shaft 85 will rotate in an anticlockwise direction under influence of the spring until the notch 2I8 of the pedal is engaged by the plunger 2.I9, thus stopping the rotation of the shaft 85. Near the end the pawl I39 of collar I31 will strike plunger I21, to urge the plunger outwardly to a switch closing position, thus closing the circuit through conductors I23, I36, switch contacts I12, I15, and conductor I18, to energize the coil of magnet 61. The magnet core1| will now be drawn to the right to .a centered position within magnet 61,, drawing with the core, the shaft 3| to move the of this movement,

driving head 38 into a neutral position between the pawls 40 of the gears 2i and 22. The roller I89 will then impinge the plunger I19 of switch contact I12 to urge this contact to a position to open the circuit to the coil of the magnet 61.

It will be noted that as the shaft II is moved to the right through its several forward-speed.

positions, there willbe no actuation of the clutch since the hinge portions ii of clutch operating plungers ill will swing to the right to allow the cams H to pass; it being also observed that there will be no throttle movement due to actuation of cam I, since the follower arm I" will swing away in a direction to clear the camming surfaces I51 and I r If it now be desired to drivethe shaft in a reverse direction, pressure is applied to the heel of the pedal 90 to disengage the plunger 2 I 8 from notch 2" and thus to rotate the gear 01 and shaft 85 in an amt-clockwise direction, the pawl H8 of collar H1 is brought to a position tobridge the contacts H3 and I ll (Fig. 11), thereby clos ing the circuit through conductors I i I, Hi, switch contacts I, I", and conductor I02 to the coil of magnet 53. The magnet core 58 is drawn to-the right (Fig. 3), within the magnet 53. This movement of core I causes-the shaft 3! to move to the right (Fig. 2), bringing driving head 3.

into engagement with the pawls of gear 22,and the large end cam ll into clutch engaging relation to plungers l2. Driving now takes place through drive shaft 5, clutch plates 1, l and 8, hollow shaft IO, gears I! and 24, shaft 23, gears 21, 2| and 22, driving head '38, shaft II, and out through driven shaft 29, the provision of the gear 28 causing the shaft 2! to be driven in a reverse 7 direction of rotation. As the collar 31 is .moved 1My preference in respect to the return spring 2i! on shaft "{is so to form anduanchor the spring'thatit is stressed upon movement of shaft and reverse gears.

in either direction about its axis, from the normal position of rest in which the control parts are in a; neutral zone between low speed forward Thus it is seen that-with the controls in reverse, if the pedal 80 be permitted to" resume its normal position of rest, due to the spring, it will rotate shaft 85 in a clockwise direction to close the switch contact plungers i2! and IIL'closing the circuit to the coil of the magnet 53, to bring the driving head into a neutral position between the pawls of gears 2| and 22.

While the foregoing, description has covered in detail certain presently preferred embodiments of the invention, it lsto be understood that the device may be varied substantially asto the parts 1 shown, their arrangement and combinations, as well as in the intended use of the device, without departing from the full scope and spirit of the invention, as defined by the appended claims.

I claim:

1. In an engine, transmission and clutch as-. sembly, a combined gear-ratio'controlling' and clutch-actuating member, a shifting element therefor, electromagnets arranged in spaced relation, a plunger operable by said magnets, a con 'nection between the plunger and said shifting element, a control shaft, shaft-operating means comprising a pivoted rack member engaging a pinion on said control shaft, a magnet control switch assembly of rotary. type. operatedby said control shaft, and a plurality of magnetenergiz ing circuits controlled by said switch assembly, arranged for eflectinga sequentialenergination of the magnets, upon actuationof said rackmember in one direction, whereby to effect gear-ratio control, as well as shifting and clutching move- -ments of the first said element.- .a g r 2. Ina coordinated friction-clutch assembly andtransmission assembly of constant-mesh gear type including apiurality of gearsoperatively re-' 1 lated toprovide differentspeed ratios, a gear clutching element'movably disposed internally of certain of said gears, meansgfor actuating the friction-clutch responsivelyfto movement of said element, means within the gears, cooperating with the gear-clutching element as it is brought into the several gears to enable driving utilization of a selected gear, and selection of speed ratio, and a plurality of electromagnets together with switches and-circuit means therefor, the magnets being arranged and energizable in corresponding pairs on opposite sides of said gear-clutching element and operatively connected to such'element and therethrough, the friction clutch actuating means;

3. A transmission assembly ofconstant-mesh gear type including a plurality of gears operatively related to provide diflerent speed ratios, a

I gear-clutching element movably disposed internally of certainof said gears, a companion coacting clutch structure within each'of the last said gears, selectively engageable by said element-to enable selection offspeed ratio, a friction clutch assembly controlling the operation of the trans-- mission assembly, electromagnetic means'for effecting control actuation of said gear5clutching element and said friction clutch assembly, and a limit switch assembly including a switch-actuating member movable with the gear-clutching element.

4. In a combined transmission and clutch as- I sembly, a control elementmovable into a plurality of positions to eiIect changes in transmission- ,speed ratio and to engage disengage the clutch, a plurality of electromagnetic devices cor-.

responding to the speed-ratiojpositions .of the, control element, an armature connection between the electromagnetic devices a'ndthe control e'le ment i'Or effecting actuation of said elements.

switching means in controlling relation to Sau electromagnetic devices, andswitching means operable responsively to the position of said control element andadapted-for determlningjthe range of its control movement. Y

5. In a transmission and clutohfassembly, an

element arranged for movement into a'plurality of control positions to eiIect changesin trans-, mission speed ratio and appropriate clutch engagement and disengagement, an electromagnetic device operatively associated .with the control element, switching and circuit means adapted to permit energization of selected portions of said device for selectively actuating said element into its several control. positions, and switching mean operable responsively to the said element, for] limiting itsrange of movement its several control positions. 6. A transmission and clutch assembl'y'includ ing a plurality of rotatable members operatively', related to provide different speed ratios, an ele-v ment movably disposed internally of certain of said members, a coacting device clutchingly. en

with respect to g gageable by said element, within the last said members to enable selection of speed ratio according to position of the movable element, a projection on said element providing a mechanical connection therefrom to the clutch, electromagnetic means for actuating said movable element, a limit switch for terminating energization of the electromagnetic means, and arranged for actuation directly by the said element, and switching and circuit means for selectively energizing the electromagnetic means.

7. In a clutch and transmission, an assembly of rotatable members adapted for selective operative interconnection to provide difi'erent speed ratios, a control element selectively movable into a plurality of spaced zones corresponding to'said speed ratios, a connection from said element for controlling the clutch, a series of selectively energizable electromagnets, spaced proportionately to the spacing of said zones, an armature common to said electromagnets, and means connecting the armature to the control element.

8. In a transmission and clutch mechanism, an assembly of rotatable members adapted for selective operative interconnection to provide different speed ratios, a control element, means connecting the control element to the clutch for controlling delivery of power therethrough, the control element being selectively movable into a plurality of spaced zones corresponding to said speed ratios, and selectively movable into intervening zones in which the transmission is inoperative, a series of selectively energizable electromagnets, spaced proportionately to the spacing of said zones, an armature structure associated with said electromagnets, and means connecting the armature structure to the control element.

9. An electromagnetic control device for an operatively connected clutch and speed change transmission of a type including a longitudinally movable control member, said device including a connection from said member for actuating the clutch, a series of electromagnets spaced proportionately to the spacing of predetermined transmission-control positions of the control member, an armature structure common to, and selectively actuable by the electromagnets, and a lost-motion connection between said armature structure and said control member.

10. An electromagnetic control device for a speed change transmission and clutch mechanism, in which the transmission is of a type in cluding a longitudinally movable control member characterized by spaced transmission control positions, means operatively relating. the clutch and said control member, a series of electromagnets spaced proportionately to the spacing of the transmission control positions of said movable member, an armature structure operatively associated with said control member, and selectively actuable by the electromagnets, and additional electromagnetic means operatively as sociated with said control member, and arranged for movement thereof to at least one position between its said control positions.

11. In a transmission and clutch assembly, an element movable to effect changes in transmission speed ratio, means utilizing the movements of said element to condition the clutch to enable trans mission speed changes, a plurality of electromagnets arranged in a row and including a common armature, control connections from the armature arranged to eifect clutch and transmission control movements of said element in response to the energization of said electromagnets, a switching device for selecting the electromagnet desired to be energized, and a switching device operable responsively to movement of said element, for determining its control movement.

12. In a variable speed transmission and clutch assembly, a shiftable speed-change and clutchcontrol member, a plurality of electromagnets, a movable core common thereto, means translating movements of the core to effect reciprocal shifting movements of the said member, means for energizing the electromagnets one at a time, and a limit switch assembly including an element movable in response to shifting movement of said member, for terminating energization of the electromagnet energized to cause the shifting movement.

13. The combination with an automotive engine, speed-change transmission and clutch, of an operating device for the transmission and clutch, including a control member disposed for facultative actuation, power means influenced by said control member for effecting control movements of the transmission and clutch, said means including a plurality of electromagnets, adapted upon selective energization to eifect difierent speed control placements of the transmission, said power means further including a clutch-operating agency under the influence of said control member; and a connection from said control member, in speed-controlling relation to the engine.

14. In an automotive vehicle including an engine, a variable speed transmission and clutch assembly, a'shiftable speed-change member, a plurality of electromagnets arranged for selective energization, and means functionally related thereto for translating armature movement of the electromagnets to the speed-change member,an engine throttle control member, and connections from one of said members for actuating the clutch, whereby the engine speed, clutch and transmission may be coordinately controlled through a single control member.

15. In a transmission and. clutch operating assembly, an element arranged for movement into a plurality of control positions to effect changes in transmission speed ratio, an electromagnetic device operatively associated with the control element, switching and circuit means adapted to permit energization of selected portions of said electromagnetic device, and associated motiontranslation means for selectively actuating said element into its several control positions, a switch operator, together with connections for causing a clutch actuation responsively to preestablished transmission conditions and position of the operator, and limit-switching means for terminating energization of the electromagnetic device, in accordance with a predetermined movement of said control element.

EUGENE S. BUSH. 

